latta



(No Model.)

B. G. LATTA.

VELOGIPBDE.

Patented Sept. 22, 1885.

6662122, five/razor. gy

NITE* STATES ATENT Fries.

EMMIT G. LATTA, OF FRIENDSHIP, NENV YORK, ASSIGNOR OF ONE-HALF TO ADRIAN O. LATTA, OF SAME PLACE.

VELOCIPEDE.

E PECIPICATION forming part of Letters Patent No. 326,752, dated September 22, 1885.

Application filed March 5, L855.

To all whom it may concern.-

Be it known that I, EMMIT G. LATTA, of Friendship, in the county of Allegany and State of New York, have invented new and useful Improvements in Velocipedes, of which the following is a specification.

This invention relates to an improvement in the steering-head and handle-bar, in the attachment of the handle-bar to the steeringhead, and in the construction of the brakelever and its attachment to the handle-bar, whereby various advantageous results are obtained.

In the accompanying drawings, Figure l is a fragmentary sectional elevation of my im proved steering-head and handle-bar. Fig. 2 is a top plan view of the same. Fig. 3 is a front elevation of a portion of the handle-bar to which the brake-lever is attached. Fig. 4 is a longitudinal sectional elevation, on an enlarged scale, of the handle-bar lug and connecting parts. Fig. 5 is a similar view showing a modified construction of the handlebar lug. Fig. 6 is a cross-section, 011 an enlarged scale, in line 00 m, Fig. 1. Figs. 7, 8, and 9 are cross-sections, on an enlarged scale, in lines :0 w, y 9 and z 2, Fig. 2, respectively. Fig. 10 is a perspective view of a portion of the brake-lever fastening. Fig. 11 is a longitudinal section, on an enlarged scale, of the handle-fastening, and Fig. 12 is a cross-section of the same.

Like letters of reference refer to like parts in the several figures.

A represents the steeringhead, and a the handle-bar lug formed on the upper front portion of the steering-head.

B is a removable cap or section forming a continuation of the handlebar lug and applied to the front side of the handle-bar lug, as represented in Fig. 4, or seated in an opening in the lower side of the handle-bar lug, as represented in Fig. 5, so as to form with the handle-bar lug a cylindrical socket which incloses the central portion of the handlebar 0.

0 represents a pin secured in the cylindrical portion of the handle-bar O, or a projection formed on the same, and 0 represents one or more openings or recesses in the removable (No model.)

portion 13 of the handle-bar lug in which the pin 0 engages, and whereby the handle-bar is rigidly held in position. The pin 0 is prefer ably arranged on one side of the plane of the bent portion of the handle-bar, and. the opening 0, if but one opening is used, is arranged out of center, so that if it is desired to adjust the bent ends of the handle-bar backwardly or forwardly it may be done by reversing the bar 0 in the handle-bar lug end for end, or by reversing the cap 13, or by reversing both the bar and the cap, whereby a variety of positions of the handle-bar are secured. When a number of openings 0 are formed, as represented in the drawings, the position of the handle-bar can be adjusted or changed by the pin 0 from one of the openings to another, or by reversing the handlebar or the cap B, or both. Both end portions of the handle-bar lug a and cap B, which extend laterally beyond the steering-head, are provided with tapering screw-threads d (l, to which are applied tapering screw-nuts D, by which the cap B is firmly drawn against the handle-bar, thereby clamping the same firmly in the handle-bar lug. The bar 0 is preferably made slightly larger than the opening between the cap and the handle-bar lug a to give the cap the necessary draft. The screw-nuts will hold the handle-bar securely in the lug under the ordinary circumstances, and the pin 0 and opening 0 constitute an additional safeguard against accidental displacement of the handle-bar. The screw-nuts D do not touch the handle bar outside of the lug, whereby they are enabled to securelyclamp the bar in the lug, and whereby the nuts are prevented from being split when a sudden strain is applied to the bar. The ta pering form of the ends of the lug and the nuts D prevents the lug from breaking off at the end of the nut, which would be liable to occur if the lug were threaded to fit a not of uniform diameter. The removable por-' tion of the handle-bar lug is preferably arranged as far as possible on the under side of the lug, to improve the appearance of the lug and to enable the solid part of the lug to better resist the strains to whichitis subjected.

The lug constructed as above described is equally desirable for straight handle-bars,and will hold a bar made in two parts with their ends screwed or butted together.

In the drawings the handle-bar is shown as being partly hollow and composed of a solid central portion, e, which is clamped in the handle-bar lug end portions, e, to which the handles E are secured, and hollow intermediate portions, e which connect the solid end portions with the central portion. The hollow portions e are secured to the solid central portion 6 just outside the handle bar lug, whereby the same lug is adapted to receive either a solid bar or a hollow bar of the construction shown. Thesolid and hollow portions of the handle-bar are bent to the proper form and then rigidly secured together by brazing or riveting. By'unscrewing the nuts D the cap B and handle-bar can be removed from the steering-head when it is required to pack the machine for shipment,or when a bar of a different form or length is to be put in its place.

F represents the clamp or bracket whereby the brake-lever G is attached to the handlebar 0. The clamp F is secured to the handle-- bar by a vertical bolt, f, which also serves as a pivot for the brake-lever. The clamp is constructed of spring sheet metal, and embraces the upper, lower, and rear portions of the handlebar, and is provided on the front side of the handle-bar with two forwardlyprojecting jaws, between which the brakelever is arranged. The jaws of the clamp are provided on one side of the pivot-boltf with lips g, which overlap the front side of the brake-lever, and on the other side of the bolt fwith lips g, which overlap the rear side of the brake-lever. These lips form springs which resist the movement of the brake-lever on its pivot and hold the brake-lever in its proper position when not in use. The front and rear sides of the brake-lever are preferably rounded off at its corners between the lips g g, to facilitate the working of the same. WVhen the outer end of the brake-lever is drawn backin applying the brake,the springs g g open slightly and permit the rounded portions of the lever to pass between them, and the springs press against'these rounded edges of the lever with sufficient force to return the lever to its position of rest when it is released.- The rounded ends of the lips of the springs g g, resting against the flat edges of the brake-lever in its position of rest,require a little extra power to start the brake-lever when applying the brake, butafter the rounded parts of the lever have passed between the springs thelever moves easily. By this means the lever and brake are held securely in po sition when not in use, although a lamp or bell may be attached to the brake,and the nice application of the brakeis not interfered with by a stiff spring.

The flexible clamp is readily applied to a bent handle-bar after the handles are secured thereto, while ordinary stiff brackets have to be applied from the end of the handle-bar before the bar is bent.

H represents a stay-piece arranged between the jaws of the clamp F, on the front side of the handle-bar, and composed of two jaws, h h, resting against the inner sides of the jaws of the clamp, and a connecting curved back plate, h,which rests against the front side of the handle-bar. This stay-piece may be bent of sheet metal, as represented in Fig. 10, or it may be constructed of cast or other suitable metal. At the junction of the jaws h and the back plate, h, there are formed stiffening-edges 8Q h which project into the angles between the jaws of the bracket and handle-bar and support the jaws of the bracket, thereby preventing thepivot-bolt from tightening the jaws to such an extent as to interfere with the free 3 piece H, and forms a stay which prevents the jaws of the stay-piece H from being pressed against the brake-lever with suflicient force to impair itsfreedom of movement. The brakelever and bracket can be removed from the handle-bar by removing the single screwf, and without disturbing the handle, when it is desired to remove the brake from the machine.

The handlebar is not disfigured by a setscrew which holds the brake in place, and the whole construction is more compact and stronger than the construction heretofore in use.

j represents the tang formed at the outer end of the solid end portion e, of the handlebar, and provided with an external screwthread which is adapted to receive the ordinary pear-shaped handle. Instead of forming this tang on the solid portion 6, it may be formed by threading the outer small end of the tubular portion 6".

J isa tube or sleeve provided with an internal screw-thread, so that it can be screwed upon the tangj, and having at its outer end a conical head, lc,which is provided with a 'slot in which a screw-driver can be inserted for applying or removing the tube J.

1 represents a sleeve which is fitted on the outer portion of the tube J, and provided at its outer end with a flaring bore which fits the conicalhead of the tube J. The inner flanged end of the sleeve Z is provided with depressions Z, in which a wrench can be inserted for turning the sleeve. The latter is preferably split lengthwise on one side, so that thesleeve can be expanded by screwing it against the conical head In.

The upper end of the sleeve t" bears against the upper jaw h of the stay- IOO IIO

m represents a bushing secured in the handle E, and provided with an internal thread which receives the threaded sleeve Z. This bushing is preferably employed when the handle is constructed of wood; but when horn or other tough material is employed the screwthread may be formed in the handle and the bushing may be omitted.

In order to attach the handle to the handle bar, the sleeve Z is-first slipped over the tube J, and the latter is firmly screwed upon the tangy, so that it will not turn thereon when in use. The handle E is then placed over the tube J and the sleeve Z is screwed into the bandle until it bears against the outer end of the tube J, whereby the handle is attached to the handle-bar and at the same time permitted to turn with the sleeve on the tube J.

If it is desired to secure the handle rigidly to the handle-bar, the sleeve Z is tightened against the outer conical head, k, of the tube J, whereby the split sleeve Z is spread and caused to firmly lock the handle on the handle-bar. This construction admits of the use of the oblong cross-handle or the pearshaped handle, and the former may be attached rigidly or loosely 011 the handlebar, as may be desired. By employing a longer tube, J, the oblong handle may be arranged farther from the steering-head, thereby virtually lengtheningthe handle-bar. In either case the handle is made in one piece, and is free from projections which would interfere with its convenient use. The long tang for the pear-shaped handle is covered by the tube J, which forms a continuation of the handle-bar to the handle and greatly improves the appearance of the handle-bar.

I am aware that it is not new to support the brake-lever on a pivotal bearing attached to the handle-bar, and I do not broadly claim such construction.

I claim as my invention 1. The combination, with a handle-bar lug provided with an opening through which the handle-bar is inserted laterally, of a remova ble cap closing said opening, and fastenings whereby the lug and cap are secured together, substantially as set forth.

2. The combination, with a handle-bar lug and removable cap, both constructed with tapering screw threaded ends, of tapering screw-nuts applied to said ends, substantially as set forth.

3. The combination, with the handle-bar lug and handlebar, of a projection and a series of openings formed in the contiguous portions of said parts for rigidly securing the handlebar in one of a number of different positions, at desire, substantially as set forth.

4. The combination, with the handle-bar lug,of a removable cap provided with an opening, 0, and a handlebar provided with a projection, c, substantially as set forth.

5. In a handle-bar, the combination of a solid central portion, 6, and tubular portions eflseeured to the outer ends of the central portion,e, substantially as set forth.

6. A handle-bar composed of a solid portion, 6, solid end portions, 6, provided with threaded tangsj, and intermediate tubular portions, 0 substantially as set forth.

7. The combination, with the handlebar and brake-lever, of a flexible sheet metal clamp embracing the handle-bar and brake lever, and constructed with two jaws which can be passed over the handle-bar,and a screw or bolt whereby the clamp is tightened on the handlebar, and which forms a pivotal support for the brake-lever, substantially as set forth.

8. The combination, with the handle-bar and brake lever, of a flexible sheet metal clamp which embraces the handlebar and brake-lever, and forms a retaining-spring for the brake-lever and a pivotal support for the same, substantially as set forth.

9. The combination, with the brake-lever and its pivotal support, of springs bearing against the brake-lever on opposite sides of its pivot and tending to return the lever to its position of rest, substantially as set forth.

10. The combination, with the brake-lever and its pivot f, of a supporting-bracket, F, constructed with springs g g,ovcrlapping, respectively, the front and rear edges of the bral e-lever, substantially as set forth.

11. The combination, with the handle-bar and brake-lever, of the clamp F, boltf, and a stay-piece, H, arranged between the jaws of the clamp, substantially as set forth.

12. The combination, with the handle-bar and brake lever, of the clamp F, bolt f, and stay-piece H, composed ofjaws h, and a back plate, h, provided with ribs or ledges h", substantially as set forth.

The combination, with the handle-bar and brake-lever, of the clamp F, boltf, staypiece H, and nut Lprovided with the tubular extension 2", substantially as set forth.

14. The combination, with the handle and handle-bar, of a screw-threaded tang,j, and a tube, J. inclosing the tang and forming a smooth bearing or support for the handle, substantially as set forth.

15. The combination, with the internallythreaded handle and the handle-bar,of a screwthreaded tang, j, a tube, J,'inclosing the tang and provided with a head at its outer end,and a screw-threaded sleeve, Z, substantially as set forth.

16. The combination, with the internally threaded handle and the handle-bar,ofa screwthreaded tang, j, a tube, J, inclosing the tang and provided with a conical head, 70, at its outer end, and a screw-threaded split sleeve, Z, substantially as set forth.

W'itness my hand this 26th day of February, 1885.

EMMIT G. LATTA.

-Witnesses:

S. M. NORTON, S. E. LATTA.

ICC

IIS 

